Vehicle drive system



June 10, 1941. J. w. MONAIRY EI'AL VEHICLE DRIVE SYSTEM Original Filed June 12, 1959 5 Sheets-Sheet 1 June 10, 1941. J. w. McNAIRY EIAL 2,245,092

VEHICLE DRIVE SYSTEM Original Filed June 12, 1939 s Sheets-Sheet 2 inventors Jacob W, Mc Nairg, Lewis W. Webb,

b5 i Their Attofineg.

June 10, 1941.

J. W. M NAIRY r AL 2,245,092

VEHICLE DRIVE SYSTEM Original Filed June 12, 1939 5 Sheets-Sheet 5 Fig. 3.

Inventors 2 Jacob W. Mc Nair-g Lewis W. WebZ, b fink/f5.

fiber-neg.

Their June 10, 1941.

J. w. M NAIRY arm. 2,245,092

VEHICLE DRIVE SYSTEM 5 Sheets-Sheet 4 Original Filed June 12. 1939 MOTOR CONNECTION BRAKING Fig. 5.

SE QUEN CE 0F C'UN MCTOR 5 NE FIGIZAT/ON ACCELERAT/ON o E u: o h 0 2 DECEL EHATION CONTROLLER Inventor-s Jacob W. McNair Lewis W. Webb,

M a Thai Attorney June 10, 1941. .1. w. McNAlRY arm. 2,245,092

VEHICLE DRIVE SYSTEM Original Filed June 12, 1939 5 Sheets-Sheet 5 v Inventors; Jacob W. Mc Nairg,

Lewis W. Webb,

b 1 x9wai 7 U Tljgz Attorney.

Patented June 10, 1941 VEHICLE DRIVE SYSTEM Jacob W. McNairy and Lewis W. Webb, Erie, Pa.,

assignors to General Electric Company. a corporation of New York Original application June 12, 1939, Serial No. 250,532. Divided and this application October 2, 1940, Serial No. 359,376

12 Claims. (01. 172-239) This invention relates to electric vehicle drive systems, more particularly steam driven prime mover systems, and has for its object a flexible and reliable'manual and automatic motor control system for vehicles.

This application is a division of our copending application Serial No. 250,532, filed January 12, 1939 forElectric vehicle drive system in which latter application we claim the electric braking system and combined electric and mechanical braking system disclosed in this application.

More particularly, our invention relates to turbo electric locomotives in which the steam energy generating apparatus as well as the electric driving motors and the control therefor are all located on the locomotive itself. This apparatus includes a steam boiler with heating means therefor, a steam turbine for driving the electric generating means, the driving motors, and the control apparatus therefor.

It is an object of our invention to provide for the maximum energy input to the motors consistent with the energy output of the steam generating equipment when such maximum energy is desired. To that end a manually operated master controller is provided for controlling the connections of the driving motors with the electric generating means and also automatic devices for limiting the energy input to the motors so that for'maximum acceleration of the locomotive, the manually operated controller may be moved immediately to its extreme position whereupon the connections of the motors are controlled automatically so as to utilize the maximum amount of energy that can be generated by the steam equipment.

The driving motors are controlled by controlling their connections in series or parallel with each other and also by controlling the voltage of the electric generating means. This voltage is controlled by varying the field excitation current supplied to a metadyne exciter which, in turn, supplies exciting current for the electric generating means.

A resistor is also provided for dynamically braking the motors. This resistor is preferably of the type described and claimed in a copending application, Serial No. 347,048, filed by John F. Tritle and Charles A. Petersen on July 23, 1940 for Resistor, assigned to the same assignee as the present invention. It is tubular in form so that cooling water-may be circulated through it and it is arranged in two parallel paths for the circulation of cooling water at least portions of the resistor in each path being connected in series with each other electrically for connection to the motors during dynamic braking.

The dynamic braking is furthermore coordinated with the air brake system on the cars drawn by the locomotive so that the dynamic braking is applied automatically upon application of the air brakes on the cars. The dynamic braking can also be controlled manually for holding a train on a grade when the air brakes are not applied. The connections between the-braking resistor and the motors are preferably controlled by the pressure of the cooling water supplied to the resistor and the pressure of steam generated in the resistor so that in the event of failure of the cooling water supply or excessivesignee as this invention.

For a more complete understanding of this invention, reference'should be had to the accompanying drawings in which Figs. 1, 2, and 3 are partial drawings of a turbo electric drive system embodying this invention, these three figures being arranged to be fitted together side by side in the order mentioned; Fig. 4 is a diagrammatic view of the braking resistor and the electrical and cooling water connections therefor; Fig. 5 is a chart showing. the sequence of energization of the relays and contactors, certain switches of which are closed upon energization while others are opened, while Fig. 6 is a fragmentary diagrammatic view showing a modified form of our invention.

In one form of the invention, two electric'generators l0 and H (top Fig. 2) are provided, these generators being driven at a constant speed by a steam turbine l2 supplied with steam from a boiler I3. Preferably, the turbine I2 is a highspeedtype operating at, for example 12,500 R. P. M. and is supplied with steam at a very high pressure from the boiler I3, such as 1500 lbs. per square inch. Suitable speed reducing gearing (not shown) is provided between the turbine l2 and the generators l0 and II. The turbine exhausts into a condenser I2a. As shown, the two generators l0 and I l are connected in series with each other, the voltage of each generator being Z00, thus making a 1400 voltage circuit for the driving motors. A midpoint between the two generators is connected to ground at It on the vehicle or locomotive frame and, consequently,

one generator gives 700 volts above the ground potential while the other gives '700 volts below the ground potential.

Excitation is supplied to the separately excited generator field windings I5 and by a metadyne exciter 11 (top Fig. 2) such as described and claimed in U. S. patent to Pestarini No. 2,094,492, issued September 28, 1937. This exciter has an advantage that it acts as a direct current transformer, the current supplied by it to the field windings being always in a given ratio to the current supplied to the field winding l8 of the exciter.

The generators I and II supply current to six motors I9 to 24 (center Fig. 2).,inclusive. Acceleration of the motors is efiected entirely by controlling the excitation of the field winding [8 of the exciter. The motors may also be disconnected from the generators and connected through a resistor 25 (bottom Fig. 2) for dynamic braking, the motor fields, in this case, being supplied with current from the exciter. The generator's are shunt field direct current generators arid the motors are series field direct current motors. The generator-shunt fields l and [6 are arranged to 'be excited with a current of high value, comparable in value to the current in the motor series field windings during motor operation. Commutating fields Illa and Ho, are provided for the generators.

Instarting, the six motors are connected in series with each other. After acceleration proceeds, the connections are changed to divide the motors into two groups of three each, connected in series, these two groups being connected in parallel with each other. Finally. for the highspeed connection, the motors are divided into three groups of two each, connected in series with each other, these three groups being connected in parallel with one another. During dynamic braking, the latter parallel connection, i, e., three groups of two each in series in parallel is used.

For controlling the motors, three hand-operated rotary controllers are provided, a master or acceleration controller 26 (left top Fig. 1), a braking controller 21 (left center Fig. 1), and a reversing controller 28 (top center Fig. 1); all three being shown diagrammatically are of the cam operated contact type. These three controllers are operated by separate handles (not shown) and the braking controller 21 is also operated automatically by air pressure. The accelerating controller 26 and the braking controller 21 are furthermore mechanically interlocked with each other by a mechanism (not shown) so that the braking controller can not be moved to an operating position so long as the acceleration controller is in a running position. In other words, the acceleration controller must be returned to its off-position before the braking controller can be moved to an operating position.

During the acceleration period, the motors are controlled automatically by a current limit relay CLR-(center Fig. 1) and a kilowatt limit relay KWR (center Fig. 1) so as to hold the-current and kilowatt input to the motors below a predetermined maximum within the power capacity of the turbine l2, generators I0 and l I, and boiler l3. The relays CLR. and KWR are shown as being of the multiple contact, floating coil, type such as described and claimed in the McNairy Patent 2,064,621, issued December 15, 1926.

During the dynamic braking operation, the prograss of the braking controller 21 is controlled by a current limit relay CLB (lower center Fig. 1)

or parallel.

and a kilowatt limit relay KWB (lower center Fig. 1).

Brief synopsis of operation Assuming that the turbine is in operation and driving the generators at their predetermined normal speed, to start the locomotive the reversing controller 28 is first thrown to a forward or reverse position and furthermore turned in that position to the desired limiting condition of operation of the motors, i. e., series, series parallel Then the acceleration controller 26 is turned to connect the generators to the motors for starting of the locomotive. As the controller 26 is advanced, resistance is cut out of the field circuit of the generator exciter l1 so as to increase the generator voltage for acceleration.

During acceleration the motor current is limited by the CLR relay and the motor kilowatts are limited by the KWR. relay so as to limit the power input to the motors to a predetermined maximum within the capacity of the turbine, regardless of the position of the controller 26. The KWR relay, however, is disabled until after" the resistance has been cut out of the field winding of the exciter at which time the generator voltage is at a maximum. This operation of the KWR relay begins when the controller 26 reaches its 15th position. Also from the 15th position to the'21st or last position the setting of the KWR relay is changed gradually to permit an increased kilowatt input to the motors.

During acceleration, the transfer of themotor connections from series to series parallel and to parallel is brought about automatically by a relay VI (upper left Fig. 2) which is responsive to the generator voltage. When the voltage reaches a predetermined value, which may occur during the first few positions of the controller 26 if the controller is moved slowly, the motor connections are changed to the series parallel and when the generator voltage again reaches a maximum, the connections are changed to parallel. This assumes that the reversing controller 28 was moved to the parallel position. If it is left in the series parallel position, series parallel connections only are established and if it is left in the series position, the series connections are maintained.

The CLR and KWR. relays are furthermore changed to reduce the energy input to the motors in response to a drop in steam pressure whereby the turbine is relieved of load.

The locomotive may be decelerated by simply turning the reversing controller 28 back to the series parallel or series position as desired, the master controller 26 being left in its last or 21st position. This causes the motor connections to be automatically changed in reverse order to their change during acceleration. I

For dynamic braking of the locomotive, the controller 26 must be turned to its oil" position. Then the braking controller 21 is turned to connect the braking resistor to the motors for dynamic braking. The controller 21 can be turned manually, but if the air brakes are applied an the cars of the train, the braking controller is turned automatically. When dynamic braking is established on the locomotive, the locomotive air' brakes, if applied, are automatically released.

During dynamic braking, cooling water is' ter Fig. 1) and a kilowatt limit braking relay .KWB (center Fig. 1), these relays controlling a ratchet mechanism which in turn controls the advance of the braking controller 21.

Dynamic braking is continued until the voltage across the braking resistor drops to a predetermined minimum corresponding to a low track speed such as or 12 miles per hour, at which time dynamic braking is automatically discontinued (relay V3, right center Fig. 1). Air brakes may then be applied to the locomotive to bring the train to a stop. As the train air brake pressure is reduced, the setting of the braking kilowatt relay KWB is'lowered to correspondingly reducethe dynamic braking. During dynamic braking, the generators are connected to energize the field windings of the motors.

Acceleration Assuming that the generators are being '01)- erated at the desired speed by the turbine, the motors are started by first throwing the reversing controller 29 (top Fig. 1) to the final limiting operating position desired in either the forward or the reverse direction, i. e., the series position S, the series parallel position SP or the parallel position ,P. Thereafter the master controller 26 (left top Fig. 1) is moved to a running position. If desired, the master controller 26 can be turned as fast as possible without causing the drivers to slip to a desired final position in which case the motors will be accelerated automatically at the maximum rate permitted by the CLR and KWR (bottom center Fig. 1) relays to a speed determined by the position of the controller 28.

It. will be assumed that the reversing controller 28 has been moved to the high-speed parallel position P in the forward direction and that the acceleration controller 26 is moved slowly from one positionto the next.

With the acceleration controller in its first position the motor field reversing switch coil 33 (top Fig. 1 and top Fig. 3) is energized, which coil operates the reversing switches |9b (top right Fig. 3) 2|b, 22b and 23b (right Fig. 3) for the motor fields |9a to 24a (right Fig. 3) to connect the fields for forward rotation of the motors. For

reverse operation the coil 33a (top Fig. 1) is energized to throw the switches |9b, 2|b, 22b and 23b to their reversed positions. The circuit for the coil 33 is from a positive supply source 34 (top Fig. 1) which 'may be a storage battery or a small auxiliary direct current generator with negative grounded, through conductor 35, switch 36 on the controller 26, conductor 31, the reversing switch, conductor 38 and coil 33 to ground. The coil 33 also closes an interlock switch 39 (top center Fig.

' 1) which connects the supply source 34 through the circuit already traced to the conductor 40. From conductor 40 energy is supplied to close the following control switches, the controller 28 being in its first position. To facilitate identification, the operating means of various relays and switches have been given reference letters, reference numerals being given the contacts.

Switch 4| (right center Fig. 1) closes; control circuit from the conductor 40 through its operating coil to ground.

S9 (lower right Fig. 3) switch 42, and. S5 (cen ter Fig. 3), switch I I6 close; control circuit, closed by switch 4|, leads from conductor 49 through switch 44 on controller 26, conductor 45, switch 4|, conductor 48 and S5 and S9 coils to ground. It will be noted that the S5 switch 41 closes a circuit fromthe conductor 40 to the coils so that the. master controller may be turned to next position, opening its switch 44, without deenergizlng the S5 and S9 coils.

GFI switch 48 (top center Fig. 2) and GF2 switch 49 (top center Fig. 2) close; control circuit is from conductor 40 through EFM switch 50 (top right Fig. 1) which is now closed, conductor 5|, BI switch 52 (top right Fig. 2) which is closed and the GFI and GF2 coils to ground.

S3 switch 53 (center Fig. 2) closes; the control circuit is from conductor 40 through SPTR switch 54 (left center Fig. 3), conductor 55, SP4 switch 56 (lower center Fig. 3), conductor 51, SP3 switch 58 (right top Fig. 3), conductor 59 and the S3 coil to ground.

S1 switch 50 (right center Fig. 3) closes; circuit from conductor 59 through conductor 6| switch 62, conductor 63 and the S1 coil to ground.

EFM switch 94 (top right Fig. 1) and 9| closes; control circuit from conductor 40 through SPTR switch 54 (center Fig. 3), SPTR switch 65, conductor 66, S! switch 61 which is now closed, conductor 98, conductor 69, GFI switch 10 (top Fig. 2) which is now closed, conductor H and EFM coil (right top Fig. 1) to ground. At the same time that switch 64 is closed, the switch 56 operated with it is opened. The switch 50 is in circuit with the GFI and GF2 coils but the switch 64 connects these coils directly to the supply source 34 through the conductor 12.

S2 switch 15 (lower center Fig. 2) and S4 switch 14 (center Fig. 2) close; control circuit from the conductor 40 (top Fig. 3) through P8 switch 76 (lower center Fig. 3), conductor ll, PTR switch 18 (center Fig. 3) conductor 19, conductor 30, P3 switch 8| (left center Fig. 2), conductor 82 and the S2 coil (lower center Fig. 2) to ground and from conductor through conductor 83 and the S4 coil (center Fig. 2) to ound.

S6 switch 34 (right center Fig. 3) and S8 switch (lower right Fig. 3) close; control circuit from conductor 80 through switch 85, conductor 86 and the S6 coil to ground, and from conductor 86 through P6 switch 84 (lower right Fig. 3) and S8 coil to ground.

SI switch 81 (lower left Fig. 2) closes; control circuit from conductor 40 through conductor 88, switch 89, conductor 90 and the S| coil to ground.

Exciter field |8 (right top Fig. 2), energized by closure of EFM switch 9| (right center Fig. 1) simultaneously with the closure of switch 64, the circuit being from conductor 35 through conductor 92, switch 93 on the controller 26, resistance 94, conductor 95, resistance 96, the shunt contacts 91 and 98 of the KWR, and CLR relays (center Fig. 1), conductor 99, switch I00, conductor |0|, normally closed switch I02 (center Fig. 1) on the braking controller 21, the lower portion of resistor I03 (center Fig. 1), conductor I04, switch 9| and conductor 05 through the field winding I9 contact 324a (right center Fig. 2) to ground.

It should be noted at this time that the movable shunts 91 and 98 normally short circuit the resistances 91a and 9811 (top center Fig. 1) but are automatically operated as will be hereinafter described to insert sections of the resistances in the circuit of the field winding |8 so as to control its energization.

The generators l0 and H are now connected in a closed circuit with the motors, this circuit leading from generator l0 (top Fig. 2) through the normally closed GS switch 18, conductor SI switch 91 (lower left Fig. 2) which is now closed, motors 23 and 24 (lower Fig. 2), conductor II2, S2 switch which is now closed, conductor II3, motor 2I (center Fig. 2), conductor II4, S3'switch 53 now closed, motor I9, motor 28 (center Fig. 2) S4 switch 14 whichis closed, motor 22, conductor H5, S5 switch II6 (right center Fig. 3) now closed, field 2Ia, S6 switch 84 now closed, fields I9a and 28a, S1 switch 68 (right center Fig. 3) which is closed, field 22a, S8 switch II1 (lower right Fig. 3)

"now closed, fields 23a and 24a, S8 switch 42 (lower right Fig. 3) which is closed, conductor I28, generator II (top Fig. 2), series field IIa of generator II and series field I8a of generator I8 back to the other side of generator I8.' Thus the motors with their fields are connected in series relation across the two generators. I

At this time, the field winding I8 is supplied -with minimum excitation because of the resistances 94, 96, included in its circuit and, therefore, the generators apply a low voltage to the motors for gradual starting. I

Also a switch I2I (left center Fig. 1) on the master controller 26 is closed and closes a circuit from the point I22 on the resistor 96 (top center Fig. 1) through a switch I23 (center Fig. l) and a resistor I24 to ground This resistance I24 has a resistance equal to the resistance of the field winding I8 and this connection is provided to permit multiple operation of two locomotives or vehicles. When the manually operated switch I23 is closed for single locomotive operation, the circuit through the resistor I24 to ground serves no useful purpose. Formultiple operation, the switch I23 is opened and the field winding of the exciter on the other locomotive is connected to ground in place of the resistance I24 as by a jumper connection I25 (top center Fig. 1). This connects the second field winding in parallel with the field Winding I8 and the two field windings connected in parallel with each other are then controlled by the controller 26. Each individual field winding, however, is automatically controlled by its own current limit and kilowatt limit relays CLR and KWR (center Fig. 1).

For continued acceleration of the motors and of the vehicle, the'controller 26 is advanced to first short circuit the resistance 94 (center Fig. 1) over the steps 2 to 9'. inclusive whereby the excitation of the field winding I8 is increased and the exciter I1 (top Fig. 2) caused to cor.- respondingly increase the excitation of the generator field windings I5 and I6 for increased voltage supplied to the motors.

The operator may turn the master controller 26 at such speed as to demand a generator current to exceed a predetermined maximum value such as 3200 amperes as indicated on the meter I26 (top Fig. 2) in the generator circuit. In that event, the relay CLR. operates to insert sections of its resistance 98a (center Fig. 1) in case the 3200 value is exceeded, thus reducing theexcitation of the field winding I8 and reduc ing the current to the 3200 ampere value.

It will be noted that the movable or floating coils I21 and I28 of the relays CLR and KWR are connected in parallel with each other and across a shunt conductor I29 (top center Fig. 2) in the generator circuit whereby the coils are energized in response to the generator current. The CLR relay is provided also with a stationary voltage coil I38 (center Fig. 1) which is connected for constant energization from conductor 48 through conductor I3I, a regulating resistance in .parallel with the floating coil I32 and the coil I38 to ground. The KWR relay also has a voltage coil I33 but this coil is not energized at this time and for that reason the KWR relay is disabled up, to the 15th position of the controller 26 when the coil I33 is energized. The movable coils I21 and I28 of these relays are arranged to move downward in response to increases in their current. These coils each carry an elongated bridging contact, indicated diagrammatically in the drawings, as will be understood from the description in the aforesaid McNairy Patent 2,064,621.

As described in the aforesaid McNairy patent, the CLR and KWR relays have a number of spring contact fingers, one or more of which press on the movable contact bar carried by the movable winding in dependence upon the position of the bar. It has been found that the spring force supplied by the contact fingers has the effect of changing the calibration of the devices. Therefore these two relays are provided with compensating coils I38a and I33a to correct for this effect. These two coils also introduce a correction for the effect of the extra fiux set up by the current in the floating coils. 0n the CLR relay, the compensating coil I380. is energized to act cumulatively with respect to the coil I38 directly from the armature of the generator I8 through the two conductors I38b and I38c. Since the generator voltage varies inversely with the generator current, the energization of the coil I38a varies in like manner. On the KWR relay, the coil I33a is connected I28 and is energized in a direction to oppose the fixed coil I33.

From the 10th to th 16th positions of the controller 26 the resistance 96 (top center Fig. 1) is cut out in steps to still further increase the excitation of the-field winding I8 and still further accelerate the motors.

On the 15th position of the controller 26, the lowermost switch I34 (left center Fig. 1) is closed thereby closing its circuit connecting the voltage coil I33 of KWR relay across the generator I8. This circuit leads from point I35 (top left Fig. 2) on the high side of the gen.- erator I8, conductor I36, coil I33 and switch I34 to ground. The relay KWR now limits the kilowatt input to a predetermined value by suitably controlling the tap circuits for its resistance 81a.

From the 15th position to the 21st or last position, the setting of the relay KWR is gradually increased by gradually inserting sections of a resistance I31 (left center Fig. 1) in series with the coil I33, this beingeffected by gradual sequential closure of the five switches on the controller 26 above the bottom switch I34 as will be obvious from the drawings. As a result, the relay KWR raises the kilowatt limit as the controller 26 is advanced from the 15th position.

Acceleration, transfer of motor connections from series to series parallel The transfer of the motor connections takes place automatically and without the knowledge of the operator. In the event of light load or down grade, the motors may be connected and probably will be connected in parallel by the time the controller 26 has been turned by the operator over a few positions. If, however, the operator turns the controller 26 fast enough to maintain the predetermined current value such as 3200 amperes by observing the meter I26, the seriesconnection will be maintained up to the 15th position when the relay KWR begins opening, closes an interlock switch I55 which closes circuits for the coils of switches SP2, (left generator I6 so as to be responsive to the voltage of the generator. This connection is from the conductor I88 through the resistor I88, the VI coil and to the other side of the generator I8. When the generator voltage becomes high enough to pick up this relay VI its switch closes a circuit for the SPTR coil (left center Fig. 3) to close the switches I48 and I58 which switches when closed cause a rapid sequential closing of certain switches through six steps as indicated on the sequencing chart to bring about the series parallel connection. a I I During this automatic change of the motor connections, the EFM switch 8| (top left Fig. 1) opens and opens the circuit of the field winding I8 to assure a-d'ecrease in the voltages of the generators and thus lighten the duty of the switches. It should be noted that to prevent excessive voltages on the exciter I1, the armature circuit of the exciter is always closed before the circuit of the field winding I8 is closed and in stopping the motors. the circuit of the field I8 must be opened before the armature circuit of the eicciter I1 is opened.

By reason of the reduced voltage of the generator III during sequencing, the VI relay (left top Fig. 2) opens during this sequencing. The series parallel connections are maintained until the voltage of the generator III is again high enough to operate the relay VI. When this occurs, the sequencing steps to effect the parallel connection of the motors are automatically made.

The various circuits established during the sequencing transition from series to series parallel are as follows:

SPTR switches I46 and I56 (center Fig. 3) close; control circuit leads from conductor 40 (top Fig. 1) through the second from bottom segment of reversing switch 28, conductor I4I, conductor I42, conductor I43. the coil of the SP'IR. relay,,conductor I 44, SP2 switch I45 (left center Fig. 2) which is closed. conductor I46 and switch VI to ground. When the SPTR switch I46 closes the SPTR switches 54 and 65 open, thereby opening the circuit of the EFM coil (top right Fig. l) whereupon switch 8| opens to open the circuit of field winding I8.

SPI switch I41 (left center Fig. 3) closes; control circuit leads from the conductor 83 (center Fig. 2) through the conductor I48. SPTR switch I58 which also is closed with switch I46, conductor m, SI swi'iich I5I (lower left Fig. 2) which is closed, conductor I52 and the SPI coil to ground.

The SPI switch I41 in closing opens its interlock switch I58 which is in the circuit of the S3 and S1 operating coils whereby the S3 (center Fig. 2) and S1 (right center Fig. 3) switches 53, 66 and 61 drop open. It should be noted here that. the operation of the SPTR. relay (left center Fig. 3) opened the interlock switch 54 and thereby transferred the circuit of the S3 and S1 coils to the SPI switch I53, a circuit leading from the conductor 48 through the switch I54 and switch I53 to the conductor 51 and thence as previously described. The S3 switch 53 in center F18. 2), SP3 (right top Fig. 3) and SP4 (lower center Fig. 3) whereby the motor circuit switches I56, I51 and I58 are closed. The circuits are as follows:

SP2 switch I56 closes; circuit from conductor I (left center Fig. 2) through conductor I58. SI switch I60 which is closed, conductor I6I, S5 switch I62 (center Fig. 3) which is closed, conductor I63, S3 switch I55 (center Fig. 2), conductor I64, conductor I65, switch I66 (left center Fig. 3), conductor ground.

SP3 switch I51 (right top Fig. 3) closes; coil circuit leads from conductor I64'through the coil to ground.

SP4 switch I58 (lower center Fig. 3) closes; coil circuit from conductor I4I (left center Fig. 2) through SP2 switch I68, conductor I69, Pi switch I1'8 (lower center Fig. 3) which is closed and the SP4 coil to ground.

EFM switch 64 (upper right Fig. l) closes; coil'circuit is closed by'the SP4 switch ill (lower center Fig. 3) which is closed with the switch I58. The coil circuit leads from conductor I42 (upper center Fig. 2) through PTR switch I12 (center Fig. 3), conductor I13, SP4 switch I1! to conductor 68 and thence through the GFI switch 10 (top Fig. 2), conductor 1i, and the EFM coil of switch 8i to ground. It will be Observed that when the EFMswitch 58 opened, the EFM switch 64 closed, thereby maintaining closed the field switches GFI and GFZ and also the switch 18. Thus, the opening of switch 56 and the closing of switch 64 simply transfers the control of the switches GFI and GFZ from switch 50 to switch 64. At the same time, the EFM switch 8| is closed thus reclosing the cir-- cult of the field winding I8 (right top Fig. 2).

The motors are now connected in series parallel, the connections leading from generator I8 (top Fig. 2) through conductor III, conductor I14, SP2 switch I56, motor I8, motor 20, S4 switch 14 (center Fig. 2), motor 22, conductor II5, S5 switch II6 (center Fig. 3), field 2Ia, S6 switch 84 (right center Fig. 3), fields ISa and 28a, SP3 switch I51 and by way of conductor I20 to the generator II.

A parallel motor circuit leads from conductor I61 and the SP2 coil to 7 III through SI switch 81 (lower left Fig. 2)

motor 23, motor 24, conductor II2, S2 switch 15, conductor H3, motor 2i, conductor H4, conductor I14a, SPI switch I41, SP4 switch I58 (center Fig. 3), held 22a, S8 switch II1, fields 23a and 24a, S9 switch 42 to the conductor I28.

Acceleration, transfer of motor connections from series parallel to parallel the sequence of steps indicated on the chart (Fig. 5) as follows:

PTR relay (center Fig. 3) energized; circuit from conductor 40 through lower forward segment of reversing switch 28 (top Fig. 1), conductor I15, SP4 switch I16, (center Fig. 3),- conductor I11, coil of PTR, conductor I18 and VI Switch 'to ground. Simultaneously, the PTR switch- I19 (center Fig. 3) closes a sealing circuit to ground for the PTR .coil independently of the VI switch, this circuit leading directly from the conductor I18 through switch I19 to ground. The opening of the PTR switch I12 deenergizes the EFM coil (upper right Fig; 1) so that the EFM switch 9| opens the circuit of the field winding I8.

PI (lower center Fig. 3) and P2 (upper center Fig. 3) switch coils energized; circuit from conductor I42 throughPTR switch I80 (center'Fig. 3), conductor I8I and the coil of PI to ground and from conductor I8I through conductor I82 and coil P2 toground.

S2 (lower center Fig. 2), S4 (center Fig. 2), S6

(right center Fig. 3) and S8 (lower right Fig. 3) switch coils deenergized'; by opening of the PTR switch-18 (center Fig. 3) so that S2 switch 15, S4 switch 14, S6 and S8 open. The closing of S2 switch I83 establishes a circuit for the PI and P2 coils (center Fig. 3) from conductor I59 through SI switch I820. (lower left Fig. 2), S2 switch I83 conductor I830. and the coils to ground.

' SPI and SP4 (center Fig. 3) switch coils deenergized; by opening of PI switch I10 (bottom Fig. 3) so that the SPI switch I41 and SP4 switch I58 open.

P3,P4 (bottom center Fig. 2) P5 and P6 (right center Fig. 3) switch coils energized; circuit closed by S2 switch I81 (center Fig. 2) and S8 switch I84 (center Fig. 2) leads from conductor I15 through PTR. switch I85 (center Fig. 3) conductor I11, S5 switch 43 (center Fig. 3), conductor I86, S2 switch I81 (lower center Fig. 2), S4 switch I84 (center Fig. 2), conductor I88 and the coils of P5 and P6 to ground and from conductor I88 through switch I89 (left center Fig. 3), conductor I90 and the P3 and P4 coils to ground.

P1 (top center Fig. 3) and P8 (bottom center Fig. 3) coils energized; by closing'of P3 switch I9I, circuit from conductor I11 (center Fig. 3) through the conductor I92, P3 switch I9I, conductor I93 and the P1 and P8 coils to ground.

EFM switch coil energized; by closing of P8 switch I94 (lower center Fig. 3) circuit from conductor I11 (center Fig. 3), through P8 switch I94 to conductor 89 and thence as before.

The parallel connections of the motors are now as follows:

From conductor III (top Fig. 2) through conductor I14, SP2 switch I56 (left center Fig. 2), motor I9, motor 20, the P2 switch (top Fig. 3), P1 switch, field windings I9a and 20a. and SP3 switch I51 to'conriuctor I20. The second parallel circuit is from conductor III through P3 switch I95, motor 2I, P4 switch, motor 22, conductor II5, S5 switch II 6, field winding 2Ia, P5 switch, field winding 22a and the P6 switch to conductor I20. .The third parallel circuit is from conductor I II through SI switch 81, motor '23, motor 24, PI

switch I98, P8switch I91, field windings 23a and ;2 4a and the S9 switch 42 to conductor I20.

1 Steam pressure load limit Dunngi 'd eration diaphragm devices I98, 198a (center Fig. 1) responsive to the steam pressure in the boiler I 3, act on the contact mechanisms of the KWR and CLR relays through the means of the spring pressed levers I99 and I99a.

steam pressure drops, the lever I99 and I99a are pushed by theirsprings'on the contact mechaoperationof the relays. However, when the nisms of the relays, insert portions of resistances 9.1a and 98a, and thereby decrease the excitation of the field I8 and hence the voltage of. the generators and load supplied to the motors.

This relieves the boiler of excessive load as indicated by a drop in steam pressure which might be caused by faulty boiler tubes, faulty condenser operation, etc. I

Deceleration by reoersing controller 28 The locomotive may be decelerated by turning the reversing controller 28 (top Fig. 1) back to the series parallel SP position or the series S position. The master control 26, if desired, being left in the last or 21 position. As indicatedon the sequence chart, the connections for the motors are changed in substantially reverse order with respect to the changes in connections during acceleration.

To change from parallel to series parallel, he reversing controller 28 is moved back tothe SP position. This interrupts the circuit for the control voltage leading from conductor 50 (top Fig. 1) through the lowermost switch of the reversing controller to the conductor I15 whereby the PTR. relay (center Fig. 3) is deenergized. The PTR switch I 85 opens the circuits of the P3, P4 (center Fig. 2), P5 and P6 (right bottom Fig. 3) coils and the consequent opening of the P3 switch I9I opens the circuits of the P1 and P8 (Fig. 3) coils. Also the PTR switch I opens the coil of. the PI and P2 coils (Fig. 3). The PI switch I10 closes and establishes the circuit of. the SP4 coil (center Fig. 3) which closes its switch I518. The series parallel connections are now established.

Forthe series connections, the reversing controller 28 is returned to the S position. This opens the control circuit through the second switch from the bottom to the conductor MI, thereby deenergizing the coils of SP2 (right center Fig. 2), SP3 (right top Fig. 3) and SP4 (center Fig. 3) whereby the SP2 switch I56, the SP3 switch I51 and the SP4 switch I58 all open. The SP8 switch I1I opens the circuit of the EFM coil (right top Fig. 1) whereby the EFM switch 64 opens. Also the SPTR. coil (center Fig. 3), energized through conductor MI is deenergized and the SPTR switch I40 opens. The SPTR switch 54 closes the circuit of the S3 coil (center Fig. 2) whereby the S3 switch 53 closes and the SPTR switch 54 closes the circuit of the S1 coil (right' center Fig. 3) which closes its switch 60. This establishes the series connections.

Braking control It is contemplated that the cars drawn by the locomotive will be supplied by air brakes which are controlled from the locomotive in a conventional manner. This braking system (not shown) is entirely separated from the electric system. The motorman will throw the controller 26 to its off position ordinarily before applying the car air-brakes.

Before dynamic braking of the locomotive by means of the driving motors can be applied, however, the controller 26 must be turnedto its off position to thereby deenergize and open the S9 switch 42 (right bottom Fig. 3) and at the same time, close the S9 interlock switch 208.

The braking controller 21 (right center Fig. 1) is driven by'a shaft 20I which is connected for operation either manually by means of a handle 202 (left bottom Fig. 1) or automatically in response to the air pressure applied to the air brakes through the means of an air cylinder 203.

shaft I.

'The handle 202 and the air cylinder 203 are connected to the braking controller shaft 20I through spring mechanism 204 and the rate of movement of the controller is regulated in response to the dynamic braking current by ratchet mechanism 205 both of which are described and claimed in the Tritle and McNairy Patent 2,114,196, dated April 12, 1938, filed August 17, 1937. Ordinarily the braking controller 21 will be operated automatically in response to the application of air pressure to the air brakes on the train and, consequently, this operation will be described first. When it is desired to hold a train coming down a grade with no train air brakes, the braking controller must be operated manually by means of the handle 202.

For the operation of the braking controller 21 automatically,- a compressed air supply pipe 206 (lower left Fig. 1) is provided. This pipe 206 .is connected to the air brake system (not shown) on the cars drawn by the locomotive so that when compressed air is supplied to the car air brakes to apply them, compressed air is also supplied to the pipe 205. To this pipe '206 is connected a dynamic braking control cylinder 201 (lower left Fig. 1). When the air pressure appears in the pipe 206 upon the application of the car air brakes, the piston of the control cylinder 201-moves downward as seen in the drawings, and closes a relay switch 208 in circuit with a dynamic braking controller operating coil 209. This circuit leads from the supply conductor through a switch 2I0 on the controller 26 (top Fig. 1) which is closed when the control is in its off position to conductor 2I I, S9 switch 200 (right bottom Fig. 3), conductor 2I2, switch 208 (lower left Fig. 1), switch 3I0 and the coil 209 to ground. The coil 209 opens v an air valve 2I3 and a coil 2I4 energized from the conductor 2I2 through the switch 2l5, turns the three-way valve 2I6 to a position to admit air from 21.70 lb. air supply pipe 2I6a through valve 2I6 and valve 2I3- to the cylinder 203. The piston of the cylinder 203 now moves downward and turns the shaft 2I1 in a counterclockwise direction as seen from the left-hand margin of the drawing, thereby tensioning the helical spring 2I8, one end of which is secured to the shaft 2I 1 and the other end to a gear sector 219, thus applying a turning torque through the gearing 220 and HI to the braking controller This force tends to turn the ratchet wheel 222 in the direction of the arrow, thus turning the pawl 223 about its pivot 224 sufficiently to close the contacts 225.

This initial movement of the braking con troller before it is stopped by the pawl 223 is sufiicientto move the braking controller to its first position whereby a dynamic braking circuit is established, with the following switches closed as indicated on the sequence chart.

Switches BI and B2 (upper right Fig. 2) close; circuit from conductor 2 through switch 226 on'the braking controller conductor 221, EFB switch-228 (upper right Fig. 1), conductor 229, S5 switch 230 (center Fig. 3), conductor 23I, GFI switch 232 (top Fig. 2), and the coils of BI and B2 to ground. This establishes the armature circuit of the exciter I1 for the motor fields.

GS switchv I06 (upper left Fig. 2) opens; circuit from conductor 229 through the GS coil to ground.

Also the coil 234 (center Fig. 3) is energized directly from the conductor 23I which operates to throw the switches 62, 85, 89, I66, and I8! to their opposite closed positions and likewise, operates five single pole switches shown on the drawings.

S6 switch (right center Fig. 3) closes; circuit from conductor 23I through switch (center Fig. 3, conductor 86 and the S6 coil to ground.

S8 switch closes (lower right Fig. 3); circuit from. conductor 86 through P6 switch 84 (lower right Fig. 3) and S8 coil to ground.

S1 switches close (right center Fig. 3) circuit from conductor 23I through'switch 62 (center Fig. 3), conductor 86 and the S6 coil to ground. The S6 switch, the S8 switch and the S1 switch 60 close the circuit connecting the motor field windings in series with each other across the exciter I1. This circuit leads from switch B2 through conductor 235, fields 23a, 24a (right Fig. 3), S8 switch II1 field winding 22a, S1 switch 60, conductor 236, field windings 20a, I9a, S6 switch 84, field winding 2Ia and conductor 231 back to the other side of the exciter through switch BI.

SP2 coil (left center Fig. 2) energized; circuit from conductor 23I through switch I66 (left center Fig. 3), conductor I61 and the SP2 coil to ground.

P3 and P4 coils energized; circuit from conductor 23I, through switch I89 (left center Fig. 3), conductor I90 and the two coils to ground.

SI coil energized; circuit from conductor 23I through switch 89 (left' center Fig. 3), conductor 90 and the coil to ground.

CR4 switches 238 and 239 (right center Fig, 1) close; circuit from conductor 229 EFB switch 228 (right top Fig. l) conductor 221 through the operating coil CR4 to ground.

EFB coil energized; circuit from conductor 2II, braking controller switch 200. conductor 24I, CR4 switch 238, conductor 242, switch243 (center Fig. 2), switch 244, both normally closed, switch 245 which is maintained closed as will hereinafter be described, conductor 246, GS switch 241 now closed, conductor 248, BI switch 249 (upper right Fig. 2), conductor 250 and the coil of EFB to ground. The closing of the EFB switch 250a transfers the control supply from conductor 221 to conductor 12 through switch 250a to conductor 229. EFB switch 250!) closes a supply circuit for the exciter field 'winding I8 from conductor I00.

GS switch I06 (upper left Fig. 2) opens; its coil circuit leads from supply wire 12 through the upper EFB switch 250a and the coil to ground.

B3, B4 (lower right Fig. 2), B5 (lower left Fig. 3) and B9 (lower left Fig. 2) close; circuit from conductor 25I through the coils in parallel with each other to ground.

Also the air brakes on' the locomotive itself are automatically released at this time, the air brakes on the cars remaining applied. The locomotive air brakes are released by a coil 262 (lower left Fig. 1) energized through the conductor 253 and the conductor 253a (lower left Fig. 2) across a section 25a of the braking resistor. This coil 252 throws a two-way air valve 254 so as to connect an air operated valve 265 to exhaust so that the valve is then operated by a spring 256 to the position shown. In this position, the valve 255 shuts off the supply of air from the air brake supply pipe 251 to the locomotive brake cylinders 258 only one of which is shown and connects the cylinders 258 to the exhaust pipe 259.

Braking resistor control Also simultaneously with the establishment of these braking connections, cooling water is automatically supplied to the braking resistor 25. As shown diagrammatically in Fig. 4, this braking resistor consists of a'plura'lity of tubes made of electrical resistor material such as stainless steel, the tubes being mechanically connected together to form two parallel paths 269 and 26! for the pressure flow of water therethrough although the two parallel paths are connected in series with each other in the electrical braking circuit. A circuit leads from the conductor 242 through switches 243 and 2 (center Fig. 2), conductor 234a and a coil 262 (lower right Fig. 1 and Fig; 4) to ground. This coil 262ls energized at this time and opens a water valve 263 thereby providing for the flow of water ata conventional low pressure such as '15lbs. per square inch through a check valve 264 to the two branches 266 and 26! of the resistor. A by-pass pipe 263a. around the valve 263 provides for the flow of a small amount of water through the resistor when the valve 263 is closed to prevent freezing in cold weather.

The coil 262 also closes a switch 265 (lower right Fig. 1 and Fig. 4) to energize a coil 266. This cell opens a steam valve 261 to thereby supply steam from the boiler 83 at high pressure to the two water injectors 268 and 269 to assure that water is forced through the resistor circuits 260 and 26!. It will be understood that for purposes of space economy, the resistor 25 is made.

as small as possible and heat-s in a very short interval, such as a few seconds, after the beginning of dynamic braking to a very high temperature.

cally insulated from the cooling water supply pipes connected therewith by the sections of pipe 260a and 26 la made of electrically insulating material. Also an electrically insulated section of pipe 26Gb is provided for separating electrically the adjacent ends of the resistor sections 212 and Dynamic braking operation The motors are now connected to the resistor 25 to operate as generators to brake the locomotive. The motors are connected two in series in three sets in parallel with each other across'the resistor. One circuitlea'ds from the resistor 25 through the B9 switch (lower right Fig. 2), conductor l I, switch SI, motors 23' and 26, the B3 switch (lower right Fig. 2) and resistor 212 to the other side of the resistor 25. A second circuit leads from the conductor Ill through the P3 switch I95, motor 2| switch P4 and motor 22, conductor H5 and the B5 switch (lower left Fig. 3) and resistor 213 while the third parallel circuit leads from conductor I l-l through the SP2 switch I56, motors l9 and 26, conductor 214 and the B4 switch and resistor 215 both to the other side of the resistor 25. The resistors 2'12, 213 and 215 are provided in the respective parallel circuits for stabilization purposes. These resistances are of very low value.

A special current limit braking relay CLB (center Fig. 1) and a kilowatt limit braking relay KWB are provided. In this particular equipment being described, the dynamic braking is initiated with the maximum of 3600 kilowatts which is limited by the KWB relay, the current being limited to the maximum of 1400 amperes by the CLB relay. This control by the CLB and KWB relays is effected by controlling the rate of advance of the braking controller by the air motor 203 which is brought about by controlling the ratchet mechanism 295 (lower left Fig. 1).

The CLB and KWB relays are provided respectively with braking current responsive coils 216 and 211 which are connected in parallel with each other across the section 25a. (lower left Fig. 2) of the braking resistor and are energized in response to the braking current. The KWB relay, which is similar in construction to the CLR and KWR (center Fig, 1) relays, has a voltage coil 218 connected through a B3 switch 219 (lower right Fig. 2), now closed. across the motor 2|. In addition, these two relays have voltage coils 2'80 and ZBI respectively which are energized from the conductor 2!! through the switch 282 on the 218, which is connected in parallel with the coil The coils 283 and 284 of the ratchet mechanism are energized in series with each other from the conductor 2l2 through conductor 285, El interlock switch 286 (upper right Fig. 2), conductor 281 and the coils to ground. These coils are oppositely wound and have the same number of turns so that when they are energized, they neutralize each other.

The CLB and KWB relays control a short circuit for the coil 286 which, when closed, renders the coil 289 ineffective'a-nd thecoil 283 thereupon picks up its armature 298 to advance the braking controller one notch. This short circuit for coil 284 is fromthe coil through conductor 289, switch 290 (right center Fig, 2), conductor 29|, switch 292, held closed by a coil energized from the conductor 281, switch 293 normally closed and controlled by a voltage coil 294 in parallel with the coil 218, KWB switch 295, CLB switch 296, conductor 291, switch 298 (left center Fig. 3), conductor 299 and switch 225 on the ratchet mechanism to ground.

This short circuit for coil 284 may be opened upon the establishment of the dynamic braking by one or all of the switches 293, 295 and 296 by excessive voltage (switch 293) or current (switch 296) or KW (switch 295) and the controller is not advanced to its second position until all three switches have closed, when the voltage, kilowatt-s and current have each dropped to a value below a predetermined minimum value. The voltage switch 293 (lower right Fig. l) assures a drop in voltage and speed to at least a predetermined value at which the current can be commutated before the advance of the braking controller.

When all three switches 293, 295 and 296 are closed, switch 292 being held closed, the coil 283 picks up its armature 288 and pulls the pawl 223 away from the ratchet 222, the switch 225 having been closed by the spring tension applied to the ratchet. The braking controller is now advanced by the spring 218 (lower left Fig. 1). At the same time, the armature 2B8 closes the switch 282 whereby the pick-up coils 280 and 28l on the CLB and KWB relays are energized and these relays pick up to open the short circuit around the coil 284. The armature 288 isthen released and the pawl 223 pulled back to engage the next tooth of the ratchet 222, thereby stopping the braking controller in its second position. At the same time, the switch 232 is opened, thus deenergizing the coils 280 and 28L The coil of the switch 232 (lower right Fig. l) is connected in parallel with the two ratchet mechanism coils 233 and 204. This is a time delay relay which picks up its contacts 232 a predetermined time after the coil is energized. Its purpose is to provide suflicient time for the voltage to build up on motor 2| to make sure that voltage relay 294 picks up if there is excessive voltage.

The continuance of dynamic braking is controlled by the V3 relay (right center Fig. 1) whose coil is connected across the entire braking resistor 25 in series with resistors 300, 3! and 302 (bottom Fig. 2). It will be noted that the braking controller switch 226 is opened when the controller moves to the second position and thereafter remains open. Consequently, when the braking controller moves to the second position, the CR 4 coil is deenergized and its switches 238 and 23!! drop open. The opening of switch 238 deenergizes braking switches to interrupt the braking operation unless the V3 switch has picked up and closed its switch 303 to establish a parallel circuit;

This leaves the control of the braking circuits up to the V3 coil which drops out at a predetermined minimum vehicle track speed such as or 12 miles an hour to discontinue the dynamic braking. The V3 coil is thus a low vehicle speed responsive dynamic braking cutout. After the discontinuance of the dynamic braking, air brakes are applied to the locomotive to bring the train to a stop.

When dynamic braking is discontinued, the coil 252 (lower left- Fig. 1), connected across a section 25a of the dynamic braking resistor, is deenergized along with the deenergization of the resistor, and the valve 25% turns in accordance with its bias to the position shown in the drawing. This admits compressed air-from the pipe 205, assuming the air brakes on the cars are applied, to the valve 255 whereby the valve is moved to the right against the spring 256 to a position to admit compressed air from the supply pipe 251 to the locomotive air brake cylinders 258 (only one of which is shown). The locomotive air brakes are then applied along with the air brakes on the cars. When the car air brakes are released, whereby the air is exhausted from the,

pipe 206, the spring 256 operates the valve 255 to exhaust the air from the locomotive brake cylinders 250. g

The air pressure applied to the train brakes is gradually reduced after its first application so as to gradually reduce the brake pressure in accordance with standard practice this being effected by conventional automatic air brake mechanism (not shown). This reduced air brake pressure is utilized to change the adjustment of the KWB relay by means of a diaphragm pressure responsive device 304 (center Fig. 1) connected to operate a plunger against a lever arm 305 of the relay having a pivot 305a. Pressure of the plunger tends to increase the setting of the relay. It will be understood that the device 304 is connected to the air pressure supply pipe 206. As the pressure is reduced, the pressure of the device 304 is reduced whereby the setting of the KWB relay is lowered and thus the dynamic braking effort is reduced. v

As the braking controller is moved forward, the resistance I03 is gradually cut out in steps up to and including the 8th position, thus gradually increasing the excitation of the field winding I8. This circuit for the field winding established on the first position of the braking controller is from the conductor 92 through the upper and third braking controller switches, the resistor-I03, conductor I04, EFB switch 2501), conductor I05 and the field winding to ground.

On the 7th, 12th and 17th steps of the braking controller, the switch 306, 301, 308 of thebraki-ng controller are closed whereby the B8, B1 and B6 (bottom Fig. 2) switches are closed in the order mentioned to short circuit sections of the braking resistor 25 and also in the order mentioned, short circuit the resistances 300 and 3M in the circuit of the V3 coil so as to regulate its sensitivity to the changed braking resistor.

On the 7th, 12th and 17th positions, it will be noted that sections of the resistance I03 are reinserted in the field winding circuit, these sections being thereafter shortecircuited before the next portion of the braking resistor is cut out. On the 11th, 16th and 20th positions, the resistance 603 is entirely out out.

Also in the 11th and 16th positions, the lowermost braking controller switch is closed which holds the CLB relay open until the current has dropped to a much lower value than normally held so as to prevent exceeding 1400 amperes when the next notch is taken.

7 Another feature is the independent air cylinder 303 (lower left Fig. l) which is connected to a separate independent air brake supply system on thelocomotive for use when the locomotive is operated separately for switching operations or with very light trains. When the independent locomotive air brakes are applied, the air cylinder 309 connected thereto operates a plunger to open the switch 3E0 thereby preventing the energize.- tion of the coil 2% and consequently preventing the automatic application of dynamic braking.

Manual operation of braking controller When the handle 202 (lower left Fig. 1) of the braking controller is turned manually for dynamic braking, it turns the shaft 2 It, winding up the spring 2H8, and closes the switch 3H which closes a short circuit around the switch 208 and thereby energizing the coil 209 through the switch 3I0. This opens the air valve 2I3 and admits air at a suitable low pressure such as 35 lbs. per square inch from a supply pipe M2 and reducing valve 3I3, the valve 2I6 being biased by a spring to the position shown so as to connect the cylinder 203 with the reducing valve. This low pressure air supplied to the cylinder 233 assists the operator in turning the handle 202 although the effort applied by the cylinder 203 at this low pressure is not great enough by itself to turn the braking controller.-

The switches 243 and 24 3 (left center Fig. 2) are operated in response to the back steam pressure generated in the water-cooled pipes from the resistor 25 during dynamic braking, these switches being operated respectively by fluid cylinders 3M and 3|5 (left center Fig. 2 and Fig. 4) which as shown in Fig. 4 are connected to points of the resistor adjacent the injectors 268 and 269. In the event that this steam pressure becomes excessive, at one or more points, the corresponding switches are opened and the dynamic braking operation thereby interrupted temporar- 11y to be resumed When the switches reclose in accordance with their spring or other biases upon reduction of the steam pressure.

The switch 245 (left center Fig. 2) biased open is energized in accordance with the generator curby suitable means such as a spring (not shown) is operated to the closed position by a cylinder 3I6 which is connected to the cooling water inlet pipe for the braking resistor as indicated in Fig. 4.

' In the event of failure of the cooling water supply, the switch 245 opens in accordance with its biasand interrupts the dynamic braking until the supply of cooling'water is returned.

During motoring operation, a signal light 3II (right center Fig. 2) is operated by the CLR. relay in case the motor current reaches a value higher than the predetermined maximum permissible value. This light is energized through a CLR switch 3I8 which is closed when the CLR relay has inserted all its resistance 98a in the circuit of the field winding I8 and therefore cannot further further reduce the current. The circuit for the lamp from a conductor 12 through the conductor I3, the lamp 3I I, the switch 3I9, conductor 320, CLR switch 3I8, conductor 32I, switch 322 to ground. This signal light-indicates to the motorman that he is advancing the accelerationcontroller too fast and should return it somewhat toward off position until such time as the current is reduced to the maximum permissible value. If the locomotive is running with controller 23 full on and the motors in the full parallel position and a heavy grade is encountered the signal lamp would indicate to the operator that he'should drop the controller 28 back to the next lower motor combination. This signal lamp supplements the meter I26 (top Fig. 2) which the motorman should watch. Another signal lamp 323 (right center Fig. 2) is also provided whose circuit is controlled by normally opened switch 324 operated .by a fluid cylinder 325. This cylinder is connected to the condenser I2a (Fig. 4) and operates in response to excessive steam pressure in the condenser to close the switch 324 and light the lamp 323. This excessive condenser pressureis also an indication of excessive load and it may be caused by a change in altitude. The pressure switch 325 also has normally closed contacts 324a which when opened insert resistance 325a in the exciter field to reduce the load on excessive condenser pressure. The lamp 323 is also a signal to the motorman to return the master controller part Way back to the off position.

The P1 and P8 switches (Fig. 3) and the SP4 switch I58 (lower center Fig. 3) when closed, short circuit respectively transition resistances 326, 321 and 328. These resistances are of low ohmic value and high current carrying capacity. They are temporarily inserted in the series parallel and parallel connections of the motors as the case may be, as current stabilizing influences and momentarily thereafter are short circuited by their respective switches to complete the connections.

For operating two locomotives in multiple, the normally closed switch 329 (top Fig. 2) is opened. In single unit operation the resistance 33!! (top Fig. 2) is in parallel with the KWR voltage coil I33 and in multiple unit operation, the KWR voltage coil of the second locomotive is connected in the place of this resistor.

The exciter I1 is provided with an auxiliary dieiierential field winding 334 (top Fig. 2) which rent from the shunt I29 in parallel with the current coil I28 of the KWR relay. This differential field 334 gives the generators a compounding effect.

Modified system, Fig. 6

In Fig. 6, we have shown a fragmentary view of a modified form of our invention. It will be understood that for purposes of clarity and simplicity, only so much of the system is disclosed in Fig. 6 as is necessary to an understanding of the operation of the modifications. Actually the modifications of Fig. 6 are included in the system previously described.

One of the principal changes in the modified form of Fig. 6 is the elimination of the CLR and KWR relays and the addition of certain apparatus shown in Fig. 6.

It will be understood that in Fig. 6, parts and conductors which are the same as those in Figs.

1, 2, and 3 have been given the same reference 336 is a FIR switch 331, the switch being opened when the FIR coil is energized.

The purpose of the resistance 335 is to momentarily decrease the excitation of the field I8 while the motor connections are being changed. It will be understood that when the motor connections are opened, as during the change from series to parallel, load is taken momentarily ofi the generators. This tends to cause the steam turbine to increase in speed and to prevent this. the-automatic steam regulator on the turbine very greatly reduces the supply of steam. Then, when the motors are reconnected to the generators, load being thereby applied, it is possible that the speed of the turbine will be greatly reduced before the turbine governor can reapply a sumcient amount of steam.

When the VI coil (center Fig. 3) picks up ready for a transfer of connections, it first opens its switch 338 which removes a short circuit from the coil 339 so that the coil 339 is energized and its switch 339a opened. The opening of the 339a switch deenergized the FIR coil and the bridging contact 335 drops quickly downward to its lowermost position shown in the drawings thereby inserting the resistance 335 in the circuit of the field winding I8 (right center Fig. 6). Also when the bridging contact has reached its lowermost position, the FIR switch 331 is closed which switch is in series with the VI switch 340. Therefore, the transfer circuit through the SPTR coil or the PTR coil, as the case may be, is not completed to initiate the transfer of connections until after the resistance 335 has been inserted in the circuit of the field I8 and the switch 331 closed. When the transfer has been completed, the VI coil allows its contacts to drop by reason of its reduced excitation from the reduced generator voltage, thus reclosing its switch 338 which again shorts the coil 339. The 339 switch thereupon closes and energizes the FIR coil which raises the bridging contact 336 and opens the switch 331. The raising movement of the bridging contact 336 is retarded by means of a suitable timing device 3 so that a, predetermined time such as three seconds is required for the bridging contact to be lifted to a position to short circuit the entire resistance 335. This gradually increases the excitation of the field l8 to its normal value and thereby gradually applies load to the tur- I though the generator voltage becomes high enough to pick up the VI relay again, provided the reversing switch 28 has been turned no farther than the series parallel position.

When the series parallel connections are established, the coil 339 is inserted in circuit with the P8 switch 344 and an SP3 switch 346. In making the transfer to the series parallel connections, the SP3 switch 346 is picked up. If the controller 28 has not been turned to the parallel position, then the wire H5 is not energized and, therefore, the coil 339 cannot be energized. When the parallel connection is established, the P8 switch 344 opens thereby preventing the reenergization of the coil 339, even though the generator voltage becomes high enough to pick up the V6 relay.

The relay switch 34? (bottom Fig. 6) is operated by a current coil 348 and a voltage coil 349. The current coil 348 is connected across the shunt 829 in the armature circuit of the generators l0 and it so thatit is energized in response to the armature current. The coil 349 is energized from'a transformer 350 having preferably a 1:1 ratio which is connected across the armature of the metadyne exciter l1. When the exciter voltage is changing because of the s opening of the relay switch 341, a voltage is induced in the transformer and current supplied to the coil 349 in a direction to exert a force on the common armature in opposition to the'coil 348. This damps the operation of the relay 34'l to'prevent hunting and makes the relay drop out sooner after it has picked up.

In the position of the switch 341 shown in the drawing, i. e., with its lower pair of contacts closed, a resistance 35l is connected in parallel with a resistance 352 in the circuit of the exciter field l!) which gives a high value of current in the field it for high excitation of the exciter. In the event of current in the generator circuit higher than a predetermined maximum value. the current coil 34B lifts the bridging contact of the switch 341 to open the lower pair of contacts which increases the resistance in the circuit of the field winding I8 by cutting out the resistance 35! to thereby reduce the excitation of the generators and the load. In case the switch 341 is operated to its upper position to close its upper pair of contacts, it connects a resistance 313 in parallel with the field i8 for a still further weak field. This regulatory action limits the armature current to a predetermined maximum, such as 3200 amperes, regardless of what the load demands may be. v

The relay switch 353 (bottom Fig. 6) is operated by a centrifugal device 354 driven by the turbine l2 so as to be responsive to the speed of the turbine through, for example, a belt connected to its driving pulley 355. The relay 353 controls the resistances 356 and 351 in the circuit of the field winding l8. In the low speed position as shown in the drawing, its upper pair of contacts are closed connecting the resistance 356 in parallel with the field winding l8 for a weak field. When the turbine is operating at normal speed, the centrifugal device moves the bridging contact of the relay 353 to its lowermost position to close its lower pair of contacts and thus connects the resistance 351 in parallel with the resistance 352 for a high current through the field winding l8 and, therefore, a strong field. This relay 353 thus operates to lighten the load on the turbine upon a decrease in speed below normal which may be due, for example, to an insufficient supply of steam to the turbine by reason of which the turbine speed drops regardless of the effect of the speed governor 358 in controlling the steam supply to the turbine. Preferably, this relay is adjusted to operate at a speed somewhat lower than the speed of operation of the turbine steam governor. Its regulatory action normally is on its lower pair of contacts.

Another feature of Fig. 6 is a mechanical connection between the centrifugal steam governor 353 of the turbine and the relay 333. The movable governor 358 is driven in any suitable manner by the turbine l2 and controls a valve 359 in the steam supply pipe 350 leading to the turbine so as to maintain a predetermined turbine speed. This centrifugal device is connected as shown through-a rod 33! to the plunger of the relay 333 so that when the relay 339 ispicked up, the spring 362 pm the steam governor is tensioned and the governor, thereby operated to reduce somewhat, the supply of steam to the turbine before the motor connections are actually changed. As a result of this action, when the relay 339 drops closed again, the steam valve 359,

is immediately opened somewhat by the turbine governor and the turbine speed begins to pick up immediately in anticipation of the increased load. This eifect, and the gradual short circuiting of the resistance 335, reapplies slowly the load on the turbine after a change in motor connections and avoids a momentary decrease in turbine speed upon the reapplication of load which might otherwise result from a, substantial closure of the steam valve 359 by the governor 358 during the time that the load is taken off in the transfer of the motor connections.

Another feature is a second switch 363 operated by the coil 339 which, when the coil picks up its relay, short circuits a portion of a resistance 364 in series with theVl coil. This increases the excitation of the Vi coil during the tirne that relay 333 is picked up and while the motor connections are being changed to avoid the possibility of the VI relay dropping during the transfer of connections because of a decrease in generator voltage from a reduction in turbine speed.

As inthe arrangement of Fig. 1, the resistance i3? is included in circuit with the VI coil for the purpose of changing the calibration of that coil. The value of this resistance is varied by the four lower segments on the controller 26, shown in Fig. 6. The upper of these segments connects the upper end of the resistance I31 to ground in all running positions of the controller.

The lowermost of these segments connects one tions 1 to inclusive whereby iull armature voltage is applied to the coil. In positions I6 and II, a section of the resistance of I51 is connected in" the circuit of the VI coil so that a higher generator voltage is required to pick up its armature and in the 18th and 19th positions, an additional section of the resistance I31 is included in circuit with this coil. In the 20th and 21st positions, the entire resistance I3'I is connected in circuit with the VI coil.

A manually operated switch 364a is closed on operation of a locomotive as a single unit and connects a resistance 365 in parallel with the VI coil. When two locomotives are operated in parallel, this switch 366a will be opened and the VI coil of the second unit connectedin place of the resistance 355 which has substantially the same resistance as the VI coil.

It will be noted further that in the arrangement of Fig. 6, the resistance I03 is used only during braking, the additional resistances 35I, 352, 356, and 351 being provided for use during motoring operation only. It will be understood that the controllers 26 and 21 are provided with segments and contacts for gradually short circuiting the resistances 94, 96, and I03 and with additional control switches as disclosed in Fig. 1.

In our copending application Serial No. 303,134, filed November 6, 1939, we have covered the prime mover generator system described herein, including control of the generator in response to boiler pressure, condenser pressure, speed of prime mover and generator load.

While we have shown a particular embodiment of our invention, it will be understood, of course, that we do not wish to be limited thereto, since many modifications may be made and we, therefore, contemplate by the appended claims to cover any such modifications as fall within the true spirit and scope of our invention.

What we claim as new and desire to secure by Letters Patent of the United States, is:

1. In a vehicle drive system, a prime mover, an electric generator driven by said prime mover, said generator being provided with a field winding, a plurality of vehicle driving motors, means for connecting said motors to said generator and for controlling the excitation of said field wind- .ing to control the speed of said motors, means responsive to an electrical condition of said generator for controlling the connections of said motors to said generator, and a switch for reversing said motors provided with a plurality of positions for selecting the final motor connections.

2. In a vehicle drive system, a prime mover, an electric generator driven by said 'prime mover, a plurality of vehicle driving motors, a master controller movable to connect said motors to said generator and to establish connections for the supply of field excitation current to said generator, means operated by said master controller for controlling the generator excitation to control the speed of said motors, means responsive to an electrical condition of said generator for changing the connections of said motors to said, generator independently of said controller, and a reversing switch for controlling the direction of excitation of the fields of said motors to control the direction of operation, said reversing switch being provided with separate positions for selectively determining the final motor connections.

3. In a vehicle drive system, a prime mover,

an electric generator driven by said prime mover. pairs of vehicle driving motors, a master controller movable to connect said motors to said generator and to establish connections for the supply of field excitation current to said generator, means operated by said controller for controlling the amount of generator excitation to control the speed of said motors, means responsive to the voltage of said generator for changing the connections oi said motors to said generator from series to series parallel and to paral lel independently of said controller, a reversing switch for controlling the direction of excitation of the fields of said motors to control the direction of operation, a source of electrical supply, three control conductors for controlling respectively the series, the series parallel, and parallel connections of said motors, and switching means operated by said reversing switch for selectively connecting said control conductors to said source of supply thereby to determine the final motor connections.

4. In a vehicle drive system, a prime mover, an electric generator driven by said prime mover, a vehicle driving motor, a controller movable to connect said motor to said generator and to establish connections for the supply of field excitation current to said generator, 'a metadyne exciter generator,connected to supply current to the field of said generator, a field winding for said exciter, a resistance in series with said field winding, connections for controlling said resistance by said controller, a kilowatt relay responsive to the current in the circuit of said generator and the voltage of said generator, a resistance in the field circuit of said exciter normally short circuited by said kilowatt relay, said kilowatt relay operating in response to a predetermined maximum kilowatt output from said generator for inserting said resistance in said exciter field circuit to thereby decrease the output of said generator.

5. In a vehicle drive system, a prime mover. an electric generator driven by said prime mover, a vehicle driving motor, a controller movable to connect said motor to said generator and to establish connections for the supply of field excitation current to said generator, a resistance for controlling said field excitation current, connections for controlling said resistance by said controller, a kilowatt relay responsive to the current in the circuit of said generator and the voltage of said generator, a resistance for controlling said excitation current normally shortcircuited by said kilowatt relay, said kilowatt relay operating in response to a predetermined maximum kilowatt output from said generator to insert said resistance and thereby decrease the output of said generator, connections whereby said kilowatt relay is made effective upon movement of said controller to a predetermined position, and means dependent upon the position of said controller for varying the setting of said kilowatt relay.

. 6. In a vehicle drive system, a prime mover. an electric generator driven by said prime mover, a vehicle driving motor, a controller movable to connect said motor to said generator and to establish connections for the supply of field excitation current to said generator, a metadyne exciter connected to supply current to the field winding of said generator, a field winding for said exciter, a resistance in series with said field winding, connections for controlling said resistance by said controller, a kilowatt relay respon-- to insert said resistance in said exciter field cir cult to thereby decrease the output, of said generator, a current limit relay responsive to the current insaid generator and a resistance in the field circuit of said exciter normally short circuited by said current limit relay, said relay operating to insert said resistance in response to a predetermined maximum current in said generator circuit.

7. In a vehicle drive system, a prime mover, an electric generator driven by said prime mover, said generator being provided with a field winding, a plurality of vehicle driving motors, control means movable to connect said motors to said generator and to establish connections for a supply of current to said generator field winding, means for controlling the current in said field winding to control the speed of said motors,- means responsive to the voltage of said generator for changing the connections of said motors to said generator, auxiliary means for controlling the excitation of said generator field winding, and an operating connection between said voltage responsive means and said auxiliary means for changing the excitation of said generator. field winding when the connections of said motors are changed.

8. In a vehicle drive system, a prime mover, an electric generator driven by said prime mover, said generator being provided with a field winding, a plurality of vehicle driving motors, control means movable to connect said motors to said generator and to establish connections for a supply of current to said generator field winding, means for controlling the current in said generator field winding to control the speed of said motors, means responsive to the voltage of said generator for changing the connections of said motors to said generator,- auxiliary means for controlling the excitation of said generator field winding, and an operating connection between said voltage responsive means and said auxiliary means whereby the excitation of said generator field winding is controlled when the connections of said motors are changed, and timing means connected to said auxiliary means.

9. In a vehicle driven system, a prime mover,

an electric generator driven by said prime mover,

said generator being provided with a field winding, a plurality of vehicle driving motors, a controller movable to connect said motors in series with each other to said generator and to establish connections for a supply of current to said generator field winding, means operated by said controller for controlling the amount of generator excitation current to control the speed of said motors, auxiliary means for controlling the excitation of said generator field winding, means responsive to the voltage of said generator for operating said auxiliary means, and means operated by said auxiliary means for changing the connections of said motors to said generator from series to parallel.

10. In a vehicle drive system, a prime mover, an electric generator driven by said prime mover, a plurality of vehicle driving motors, an exciter for said generator driven by said prime mover, a controller movable to connect said motors in series with each other to said generator, a field winding for said exciter, a resistance in circuit with said field winding, means for short circuiting said resistance, a coil for operating said short circuiting means to short circuit said resistance, connections for normally energizing said coil, means responsive to the voltage of said generator for deenergizing said coil whereby said resistance is inserted in the circuit of said field winding, switching means operated by deenergization of said coil for changing the connections of said motors to parallel after which said voltage. responsive means operates in response to the reduced generator voltage to energize said coil, and timing means for introducin a time element in the operation of said short circuiting means by said coil to short circuit said resistance.

11. In a vehicle drive system, a prime mover, an electric generator driven by said prime mov er, a plurality of vehicle driving motors, means for connecting said motors to said generator, a field winding for said generator, a resistance in a circuit for controlling said field winding, switching means movable to gradually shortcircuit said resistance biased to a position to include said resistance in said circuit, a coil for operating said switching means when energized .to a position to short-circuit said resistance, a

switch normally-in position to effect energization of said coil thereby to maintain said resistance short-circuited, means responsive to a predetermined voltage of said generator thereby to operate said switch and deenergize said operating coil for inclusion of said resistance in said circuit, a second switching means operated by said first switching means so as to close after said resistance has been included in said circuit, and means operated by closure of said second switching means for changing the connections or said motors to said generator.

12. In a vehicle drive system, a prime mover, an electric generator driven by said prime mover, a plurality of vehicle driving motors, an exciter for said generator driven by said prime move, a controller movable to connect said motors in series with each other to said generator, a field winding for said exciter, a resistance in circuit with said field winding, switching means movable to gradually short-circuit said resistance biased to a position to include said resistance in circuit with said field winding, a coil for operating said switching means when energized to a position to short-circuit said resistance, a voltage coil connected across said generator so as to be responsive to the voltage of said generator, a switch normally in position to effect cnergizatin of said operating coil thereby to maintain said resistance short-circuited, said switch being operated by said voltage coil in response to a predetermined maximum voltage across said generator thereby to open said switch and deenergize said operating coil for inclusion 01' said resistance, a second switching means operated by said operating coil with said first switching means so as to. 

